Valve mechanism



N9. 752,472. PATENTED FEB. 1-6, 1904. M. scams. VALVE Mmmmm.

APPLIGATION FILED JULY Hi, 19:5 3. 1Y0 MODEL. J 4 SEEETST'SHEET 1.

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No. 752,472. PATENTED FEB.16,1904. M. SGHILDB. VALVE MBGHANISM.

APPLICATION FILED JULY 11, 1903.

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No. 752,472. PATENTED FEB. 16, 1904. M. SGHILDE. VALVE MECHANISM.

APPLICATION FILED JULY 11, 1903,

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a Iv 2 WITNESSES: INVENTOI? No. 752,472. PATENTED FEB. 15, 1904.

SGHILDE. VALVE MECHANISM. no D APPLICATION FILED JULY 11, 1903. QSEEBTSLSHEET 4 0- w/mtssss: .w NTOR MZZILLIC/ild6 'BY I ATTORNEYS w: humus PETERS 1:0.v Fnomu'ma, wAsv-uucrou, n a

tiveview of the inverted cylindrical portion of the shift-able valve-seat.

Patented February 16, 1904.

PATENT OFF CE.

MARTINSCHILDE, or ORLEANS, LOUISIANA.

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SPEGI FIGATI O N formingpart of Letters P2 a st No. 752,472, dated February 16, 1904.

Application filed July 11,1993 Serial l lo 165,041. (No model.)

To all whom it may concern;

Be it known that I, h'IARTIN SGHILDE, a citizen of the United States, and a resident of New Orleans, in the parish of Orleans and State of Louisiana, have invented a new andImproved' Valve Mechanism, of which the following isafull, clear, and exact description.

The invention relates to locomotive-engines, and more particularly to valve mechanismssuch as shown and described in the application for Letters Patent of the United States, Serial No. 150,731, filed by me April 2, 1903.

The object of the invention isto provide a new and improved valve mechanism which can be readily applied to locomotive-engines as now constructed and which is more especially designed to allow the engineer tonse the motive agent in both ends of the cylinders for starting purposes or on either end of each cylinder only whenrunning either forward or backward, thus saving a large amount of motive agent and fuel without an appreciable decrease in the propelling power.

The invention consists OfsDOVBl features and parts and combinations of the same, as will be. more fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate core responding parts in all the views;

Figure 1 is a longitudinal sectional elevation of the improvement, showing the shif t-. v able valve-seat in position for admitting live motive agent to both ends of the cylinder when starting the engine. Fig. 2 is a like view of the same, showing the valve seat shifted to admit live motive agent to the forward end of the cylinder only while runningin a back ward direction. Fig.3 is a similar view of the same, showing the valve-seat moved to a position for admitting live motive agent to the rear end of the cylinder when running forward. Fig. 4 is a cross-section of the same on theline 4; i of Fig. 2. Fig. 5 is a perspec Fig. 6 is a perspective view of the base-plate for the shiftthe shiftable valve-seat, and Fig. 8 is a side elevation of a locomotive provided with the improvement. In each cylinder A of the locomotive-engine is mounted to reciprocate a piston B, connected 'by a piston-rod B with the locomotivedriversin the usual manner, so that further description thereof is not deemed necessary. The cylinder A is provided with steam-admission ports a and Z2 and an exhaust-port c, and the said'ports a, b, and 0 lead to a face A in a steam-chest A and on the said face A" is shiftably mounted. a valve-seat C, consisting, essentially, of a base-plate C and a cylindrical portion C containing a piston slide-valve D,

motion under the control of the engineerrin ner. (See Fig. 8.) v

The valve-seatC is provided on its base-plate C with a valve-stem C connectedwith linkand-lever mechanism (see Fig.8).under the control of the engineer in the cab of the locomotive to enable the engineer to shift the said valve-seat C either to the central position (shown in -Fig. 1) whenever it is desired to of the cylinder at the time the engine is started or to enable the engineer toshift the said valve-seat G into the position shown in- Fig. 3, so that steamis admitted to the rear end of the cylinder A only at the time the locomotive is running in aforward direction, or to enable the engineer to move the said valve seat G into the position shown in Fig. 2 to take steam only at the forward end of the cylbackward. I For the purposes above described the-valveseat C is provided at or near its-middle with a central port (Z, adapted tore'gister either or with the cylinder-portb, as shown Fig. 2, or with the cylinder-port a, as illustrated in Fig. 3. On oppositesides of this, central port (Z are arranged ports 6 and f, made L shape and in such a manner that the horizontal member'of each port is elongated in a'lengthable valve-seat. Fig. 7 is a side elevation of cylinder-port a with the exhaust-port cya's the cab of the locomotive in the usual man-' connected by its Valve-stem D with the linktake steam in the ordinary way at both ends inder at-theti'me the locomotive isrunning 7 with the exhaust-port a, as shown in Fig. 1, I

wise direction for the port 6 to connect the IOO . agent passing into the rear end of the cylin-.

shown in Fig. 2, and for the port f to connect the cylinder-port 5 with the exhaust-port c, as shown in Fig. 3. The vertical members of the ports 6 and f, as well as the central port d, open into the inner cylindrical surface of the portion C of the valve-seat Cto be controlled by the piston-valve D in the usual manner.

Now by reference to Fig. 1 it will be seen that when the valve-seat C is in a central position steam is admitted from the steam-chest A to the ends of the cylinder A in the usual manner on the reciprocation of the balanced piston slide-valve D, actuated in the usual manner from the link mechanism under the control of the engineer. started and is running in a forward direction, then the engineer shifts the valve-seat C to the position shown in Fig 3, so that the live motive agent is now only admitted by way of the registering ports 0) and a into the rear end of the cylinder A whenever the piston slide- .valve D uncovers the port d. Now the piston B is forced forward only by the live motive derA at the time the wrist-pin of the driver travels in the upper half of its travel. forward end of the cylinder A is connected by way of the ports I) and f with the exhaustport a during both the forward and backward strokes of the piston B, and hence when the piston moves forward compression of air in the forwardv end of the cylinder is prevented, and when the piston B is on the return stroke then the piston slide-valve D is shifted to such a position as to connect the port f with the port d, so that both ends of the cylinder are now connected with the exhaust-port 0 for the steam to escape from the rear end of the cylinder and for air or steam to pass into the forward end of the cylinder to prevent the formation of a vacuum therein. When the engine is running backward, the engineer shifts the valve-seat O to the position shown in Fig. 2, andthe live motive agent in the steam-chest A now passes through the ports 03 and 6 into the forward end of the cylinder A to push the piston B backward therein at the time the wrist-pin of the driver travels in the upper half of its travel.

The piston slide-valve D in its travel in the valve-seat C alternately uncovers the port d for the admission of steam and connects the ports a and b with each other for the exhaust of the steam from the rear end of the cylinder, so that when'the piston B is on the return stroke then both ends of the cylinder are connected with the exhaust-port 0 to allow escape of the exhaust-steam from the forward end of the cylinder and to allow the rear end of the cylinder to fill with a fluid (air or steam) to prevent a-vacuum therein during the return stroke of the piston.

':s-..Now when the locomotive is running in a forward direction and the valve-seat C is in the position shown in Fig. 3 then'thepowe'r When the engine is The of the motive agent is transmitted from the piston B to the wrist-pin on the driver only at the time the wrist-pin travels in the upper half of its travel, and during the time the wrist-pin travels in the lower half of its travel the motive agent is shut ofi, and consequently the power exerted in a rearward direction on the said wrist-pin, and consequently on the lo,- comotive, is dispensed with. In a like manner when the engine is running rearward and the valve-seat C is in the position shown in Fig. 2 a like saving of power is obtained, as the cylinder takes steam only at one end and during the time the wrist-pin of the driver travels backward in the upper half of its travel.

From the foregoing it will be seen that in general running ofthe locomotive the motive agent is at all times shut off while the wristpins of the drivers travel in the lower portions of their travels, and the power is only applied when the wrist-pins-travel in the upper half of their travels,whether the locomotive is moving forward or backward.

From the foregoing it is evident that a large amount of steam or other motive agent is saved in the running of the locomotive, and consequent wear and tear of the boiler is correspondingly reduced and less fuel is required for generating the amount of steam necessary. Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. A locomotive-engine having a manuallycontrolled cylindrical valve seat, provided with a flat outer face, mounted to slide on a face for the cylinder-ports, the said valve-seat having ports adapted to register with the cylinder-ports, to admit live motive agent either to both ends of the cylinder or to either end only, and a piston-valve coacting with the said cylinder valve seat, as set forth.

2. A locomotive-engine having a manuallycontrolled cylindrical valve seat, provided with a fiat outer face, mounted to slide on a face for the cylinder-ports, the said valve-seat having ports adapted to register with the cylinder-ports, to admit the motive agent either to both ends of the cylinder or to either end only, and a balanced piston-valve mounted to slide in the cylindrical portion of the said valve-seat, as set forth.

3. A locomotive-engine having a manuallycontrolled valve-seat comprising a flat baseplate and a cylindrical piston valve-seat portion moving with the base-plate, the latter having a central port and elongated end ports, and the said cylindricalpistonvalve-seat having a central port in register with the said central port in the base, the-said cylindrical piston Valve-seat portion also having end ports in register with the inner ends of the said base-plate end ports, to form with the latter L-shaped ports, asset forth.- 1

4:. A locomotive engine having a piston slide-valve, and a manually-controlled seat for the saidpiston slide-valve, the said seat being provided with a central bore and L shaped said seat containing the said piston slide-valve, I0 admission-ports on opposite sides of the said as set forth. central bore, the horizontal members of the In testimony whereof Ihave signed my name admission-ports being elongated in a lengthto this specification in the presence of two sub- Wise direction, for engagement with the cylscribing Witnesses. inder admission-ports and the cylinder ex- MARTIN SCHILDE.

haust-port, and the Vertical members of the Witnesses: said admission-ports and the said central port R. B. RORDAM,

opening into the cylindrical portion of the HENRY SoHoFFUIT, 

